Air-brake.



No. 742,386. PATENTED'OGT Z'i, 190s.

AIR B'RAKEZ APPLICATION FILED JUNE 12, 1902. no MODEL. 2 SHEETS-SHEET 1.

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P ATENTED OCT.- 27, 1903.

J. H. BLEOO.

AIR BRAKE.

APPLIOATIOK FILED JUNE 12, 190 2.

2 SHEETS-SHEET 2 N0 MODEL.

QXM44%@ f l @51 ablbzww u UNITED STATES Batented October 27, 1903.

PATENT OFFICE.

JOHN H. BLEOO, OF BROOKLYN, NEW YORK, ASSIGNOR TO ABRAHAM B.

LEVY, OF NEW YORK, N. Y.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 742,386, dated October 27, 1903.

Application filed June 12,1902. Serial No. 111,321. (No model.)

for its particular object to produce an im-' proved air-brake of the straight-air type.

In the accompanying drawings I have illus trated an air-brake system in which my invention is embodied.

The drawings are by way of illustration merely and show one form of the apparatus in which my invention is embodied.

In the drawings, Figure I is a sectional diagrammatic view of the air-brake system in which but a single brake-cylinder has been shown, it being understood, however, that the system is applicable to short trains wherein several brake cylinders are employed. Fig. II is a sectional plan view of the engineers va1ve. Fig. III is a face view of the under face of the slide-valve operated by the triple valve. Fig. IV is a sectional plan view of the slide-valve. Fig. V is an end view of the slide valve looking from the left of Fig. I, and Fig. VI is an end view of the slide valve looking from the right of Fig. I.

In the drawings, A indicates the brake-cylinder; B, the valve-casing; O, the train-pipe; D, the engineers valve; E, the reservoir; F, the pipe connecting the engineers valve with the reservoir, and G any suitable form of aircompressor. The structure contained within the valve-casing B is a combined charge and discharge valve, hereinafter briefly designated as a governing-valve.

The governing-valve b is provided with a stem 12, socketed in a spring-chamber 17 contained in a chamber b on one side of the governing-valve. A slide-valve chamber b is provided on-the opposite side of the governing-valve adapted to receive direct pressure in the train-pipe C. The casing of the slidevalve is provided with an angular passage b communicating with the chamber 12 A passage 12 is also provided, which passage communicates between the slide-valve chamher If and the interior of the brake-cylinder A. This passage has two branches, one, If, adapted to be put in communication with the passage 19 by the slide-valve and the other, 17 adapted to be put in communication with the vent-passage b".

The slide-valve ais carried on the valve-stem b and is held to its seat by a suitable spring a. This slide-valve is provided with recesses a 0L and with an aperture a. The functions of these various parts will be fully set forth hereinafter.

The engineers or controlling valve D is shown as in the general shape in horizontal cross-section of the letter I). The interior of the casing receives air from the supply-pipe F. The valve-seat consists of a curved face d, against which a curved-face valve d, carried upon a spindle d, is adapted to bear. This valve is provided with a recess d an emergency-port (Z and a service-port d the valve being shown in the drawings as on the position of full release, the various positions of the valve being legended in the drawings.

The face of the valve-seat is provided with a'plurality of ports 01 (1 The port d communicates through the valve-casing by the passage 01 with the train-pipe O, and the passage d communicates with an exhaust port or pipe H, provided with a spring check-valve h, which may be set at the desired pressure.

In addition to the ports heretofore mentioned a graduating-port d is provided,which graduating-port registers with the port d when the handle is in the service position, whereby graduated application may be effected.

The principal results brought about by the construction shown in the drawings are the following: A great factor of safety is provided in that the pressure is never entirely vented from the train-line; but a pressure of at least ten or fifteen pounds is maintained at all times, the discharged air from the brakepounds in the train-line is maintained.

The operation of the construction is as fol- The system also uses lows: To make a service application, startto the right, and in its travel cavity a, laps port b and the face of slide-valve a closes port b cavity a laps port I) and port and passage b relieving the pressure from chamber b through bfl'cavity a and port 19 into the brake-cylinder. Continuing its travel until piston strikes the end of its chamber, port a in slide-valve a is in register with port b passage b and brake-cylinder A, and the brakes are set to any pressure to suit the operator. Ports b b b are closed, and straightair flows from reservoir through pipe F, controlling-valve D, pipe C, ports a b and passage- Z) to brake-cylinder. To hold the brakes set, the handle is moved to the lap position, which closes supply-port d and d of the controller. To gradually release the brakes, small cavity (1 is brought in register with port (1 and large cavity with port (i through pipe H and check-valve h to atmosphere. To make an emergency application, move the handle to emergency stop or notch, which will bring large port d of the rotary slide-valve d in register with port (1 in rotary slide-valve seat, admitting alarge volume of air to and through cored-out passage 61 to pipe (3 and chamber 1), moving piston b to the right. The slide valve action is the same as in the graduating application, only somewhat quicker, on account of the great volume of air. To bring the brakes to full release, more the handle to full-release stop or notch, which will move rotary slide-valve to the left and bring large cavity (1 in register with ports (1 and d, exhausting the air from chamber 12 through pipe 0, cored-out passage (1 port d cavity d port (1 and cored-out passage to pipe H, unseating check-valve h to atmosphere un'til checkvalve 71 is reseated by the force of its spring, which will retain a pressure of about ten pounds in the brake-pipe, (which is indicated on the pressure-gage for the purpose of show ing that the brake-pipe is whole and not leaking and for this purpose only.) Piston b has moved to the left and the air from the brakecylinder has been exhausted through passage 12 port b cavity a*, and port b to the atmosphere.

Having described my invention, what I claim, and desire to secure by Letters Patent, 1s-- 1. In a straight-air or direct-pressure brake system the combination of one or more brakecylinders operating by' straight or direct air pressure, a train-1ine,a controlling-valve having pressure-retaining means receiving the direct pressure of the straight air and a g0verning-valve also receiving the direct pressure of the straight air and embodying in its structure means for venting the brake-cylinder in the immediate vicinity of said brakecylinder, means for operating the governingvalve by reduction in the train-pipe pressure and means also operated by the governingvalve for closing communication between the train-pipe and the brake-cylinder when the brake-cylinder is being vented and thereby maintaining the air-pressure in the train-line.

2. In a straight-air or direct-pressu re brake system the combination of one or more brakecylinders operating by straight or direct air pressure,a train-line controlling-valve receiving the direct pressure of the straight air and a governing-valve also receiving the direct pressure of the straight air and embodying in its structure means for venting the brakecylinder in the immediate vicinity of said brake-cylinder, a supplemental chamber 1) with means for venting the said supplemental chamber to the atmosphere at the beginning of the movement of the governing-valve, means for operating the governing-valve by reduction of the train-pipe pressure and means also operated by the said governingvalve for closing communication between the train-pipe and the brake-cylinder when the brake-cylinder is being vented and thereby maintain the air-pressure in the train-line.

JOHN H. BLEOO. Witnesses:

CONRAD KREMP, GEO. E. MORSE. 

